Virtual marshalling train operation control method and device, electronic equipment and storage medium

Abstract

The invention provides a virtual marshalling train operation control method and device, electronic equipment and a storage medium, and relates to the technical field of rail transit. Under the condition that it is determined that at least one brake control unit in any train in the virtual marshalling trains breaks down and the train receives a control instruction used for instructing the train to conduct emergency braking, the target emergency braking deceleration and the operation strategy of the train are obtained, and after the train is controlled to conduct emergency braking at the target emergency braking deceleration of the train, operation control is conducted on the virtual marshalling train based on the operation strategy. According to the virtual marshalling train operation control method and device, the electronic equipment and the storage medium provided by the invention, the virtual marshalling train can be more flexibly controlled under the condition that a braking system fault occurs in the operation process of the virtual marshalling train and emergency braking needs occur, and the operation safety of the virtual marshalling train can be improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a virtual marshaling train operation control method, device, electronic equipment and storage medium. Background Art

[0002] Virtual marshaling, also known as virtual coupling, refers to the use of wireless communication between trains to enable the following train to continue running according to the operating status of the lead train, thereby achieving coordinated operation of multiple trains.

[0003] In a virtual marshaling train, the following car can obtain the running status information (including position, speed, acceleration, etc.) of the leading car in real time through wireless communication. According to the running status information of the leading car, the running status information of the following car (such as current speed and acceleration, etc.) and the principle of "time and space separation", a speed protection curve can be calculated. The above speed protection curve stipulates the speed that the following car should take at different positions to ensure that it maintains a safe distance from the leading car and avoids safety accidents such as rear-end collisions. In addition, in the process of calculating the speed protection curve, it is necessary to combine the emergency braking rate function configured by the virtual marshaling train and the current emergency braking rate fed back in real time to ensure the driving safety of the virtual marshaling train. Among them, the principle of "time and space separation" requires that under any circumstances, a certain time and space distance must be maintained between the following car and the leading car in the virtual marshaling train to deal with possible emergencies.

[0004] In the actual operation of the virtual marshaling train, the virtual marshaling train can be controlled based on the above-mentioned speed protection curve, so as to achieve the safety protection of the virtual marshaling train. However, in the actual operation of the virtual marshaling train, various abnormal situations may occur, such as a failure in the braking system of the virtual marshaling train. In the case of a brake system failure in the operation of the virtual marshaling train, the virtual marshaling train performs emergency braking. Controlling the virtual marshaling train based on the above-mentioned speed protection curve may not ensure that the leading car and the following car in the virtual marshaling train maintain a safe distance, thereby threatening the operation safety of the virtual marshaling train. Therefore, how to control the virtual marshaling train more flexibly to improve the operation safety of the virtual marshaling train when the brake system fails during the operation of the virtual marshaling train and the virtual marshaling train has an emergency braking demand is a technical problem that needs to be solved in this field. Summary of the invention

[0005] The present invention provides a virtual marshaling train operation control method, device, electronic device and storage medium, which are used to solve the defect in the prior art that when a brake system failure occurs during the operation of the virtual marshaling train, the virtual marshaling train performs emergency braking, and it is difficult to flexibly control the virtual marshaling train, so that it is impossible to ensure that the leading car and the following car in the virtual marshaling train maintain a safe distance, which threatens the operation safety of the virtual marshaling train. When a brake system failure occurs during the operation of the virtual marshaling train and the virtual marshaling train has an emergency braking demand, the virtual marshaling train can be more flexibly controlled to improve the operation safety of the virtual marshaling train, which is a technical problem to be urgently solved in the field.

[0006] The present invention provides a virtual marshaling train operation control method, comprising the following steps.

[0007] During the operation of the virtual marshaling train, monitoring whether a brake control unit in the virtual marshaling train fails; In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, the speed protection curve corresponding to the any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual marshaling train, the role type of the any train in the virtual marshaling train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car; After controlling any one of the trains to perform emergency braking at the target emergency braking deceleration of the any one of the trains, the virtual marshaling train is continuously controlled to operate based on the operation strategy after the emergency braking of the virtual marshaling train.

[0008] According to a virtual marshaling train operation control method provided by the present invention, in the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured by the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, including: In the case where it is determined that at least one brake control unit in the leading car in the virtual marshaling train has a fault of the first fault type, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car is reduced by a first preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy of the virtual marshaling train after emergency braking is determined to include controlling the leading car to continue to run to the terminal station, and in the case where it is determined that the following car in the virtual marshaling train arrives at the terminal station, abnormally disassembling the virtual marshaling train and recording the reason for the abnormal disassembly; Wherein, when a fault of a first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

[0009] According to a virtual marshaling train operation control method provided by the present invention, in the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured by the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, including: In the case where it is determined that a fault of the second fault type occurs in any brake control unit in the leading car in the virtual marshaling train, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car is increased by a second preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy after the emergency braking of the virtual marshaling train is determined to include controlling the leading car to continue to run to the next platform, and in the case where it is determined that the following car in the virtual marshaling train arrives at the next platform, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a second fault type occurs in the brake control unit, the braking force of the brake control unit increases.

[0010] According to a virtual marshaling train operation control method provided by the present invention, in the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured by the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, including: In the case where it is determined that at least one braking control unit in the following car in the virtual marshaling train has a fault of the second fault type, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, the original emergency braking deceleration of the following car is increased by a third preset ratio as the target emergency braking deceleration of the following car, and the operation strategy of the following car after emergency braking is determined to include controlling the leading car in the virtual marshaling train to continue running to the terminal station, and in the case where it is determined that the following car arrives at the terminal station, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a second fault type occurs in the brake control unit, the braking force of the brake control unit increases.

[0011] According to a virtual marshaling train operation control method provided by the present invention, in the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured by the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, including: In the case where it is determined that a first fault type fault occurs in any brake control unit in the following car in the virtual marshaling train, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, and the original emergency braking deceleration of the following car is reduced by a fourth preset ratio as the target emergency braking deceleration of the following car, and the operation strategy of the following car after emergency braking is determined to include controlling the leading car in the virtual marshaling train to continue to run to the next platform, and in the case where it is determined that the following car arrives at the next platform, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

[0012] According to a virtual marshaling train operation control method provided by the present invention, after monitoring whether a brake control unit in the virtual marshaling train fails, the method further includes: When it is determined that any brake control unit in any train of the virtual marshaling train has a fault of an unknown fault type, the virtual marshaling train is controlled to continue to run to the next platform, and when it is determined that the virtual marshaling train arrives at the next platform, the virtual marshaling train is abnormally disassembled and the reason for the abnormal disassembly is recorded; When it is determined that multiple brake control units in the leading car of the virtual train have faults of unknown fault types or multiple brake control units have faults of different fault types, the leading car is controlled to perform emergency braking, and the virtual train is abnormally de-marshalled and the cause of the abnormal de-marshalling is recorded; When it is determined that a plurality of brake control units in the following car in the virtual marshaling train have a fault of an unknown fault type or a plurality of brake control units have a fault of different fault types, the following car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarshaling is recorded; When it is determined that a plurality of brake control units in a leading car in the virtual marshaling train have a fault of the second fault type, the leading car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarcation is recorded; When it is determined that a plurality of brake control units in the following car in the virtual marshaling train have a fault of the first fault type, the following car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarcation is recorded; Wherein, when a first fault type fault occurs in the brake control unit, the braking force of the brake control unit is reduced; and when a second fault type fault occurs in the brake control unit, the braking force of the brake control unit is increased.

[0013] According to a virtual marshaling train operation control method provided by the present invention, after monitoring whether a brake control unit in the virtual marshaling train fails, the method further includes: In the case where it is determined that at least one brake control unit in the leading car in the virtual marshaling train has a fault of the third fault type, controlling the following car in the virtual marshaling train to perform common braking at a preset braking rate, and obtaining the distance between the leading car and the following car, in the case where the brake control unit has a fault of the third fault type, the brake control unit slips; When the distance between the leading car and the following car is not less than a predefined distance threshold, the virtual train is abnormally unmarshaled and the reason for the abnormal unmarshaling is recorded, and the original braking deceleration of the leading car and the speed protection curve corresponding to the following car are updated.

[0014] The present invention also provides a virtual marshaling train operation control device, comprising the following modules: A fault monitoring module is used to monitor whether a brake control unit in the virtual marshaling train fails during the operation of the virtual marshaling train; a strategy generation module, for obtaining a target emergency braking deceleration of any train and an operation strategy after emergency braking of the virtual train, based on the role type of any train in the virtual train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured for any train, when it is determined that at least one braking control unit in any train in the virtual train has a fault, and if the any train receives a control instruction for instructing the any train to perform emergency braking, wherein the speed protection curve corresponding to any train is calculated based on the real-time status information, the real-time emergency braking rate and the vehicle configuration information of the virtual train, the role type of any train in the virtual train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car; The operation control module is used to control any of the trains to perform emergency braking at the target emergency braking deceleration of any of the trains, and then continue to control the operation of the virtual marshaling train based on the operation strategy of the virtual marshaling train after emergency braking.

[0015] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the virtual train operation control method as described above is implemented.

[0016] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the virtual train assembly operation control method as described in any one of the above is implemented.

[0017] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the above-mentioned virtual train operation control methods.

[0018] The virtual marshaling train operation control method, device, electronic device and storage medium provided by the present invention are as follows: during the operation of the virtual marshaling train, when it is determined that at least one braking control unit in any train in the virtual marshaling train fails and the train receives a control instruction for instructing the train to perform emergency braking, based on the role type of the train in the virtual marshaling train, the failure type of the braking control unit and the speed protection curve corresponding to the train or the original emergency braking deceleration pre-configured by the train, the target emergency braking deceleration of the train and the operation strategy of the virtual marshaling train after emergency braking are obtained, and then after the train is controlled to perform emergency braking with the target emergency braking deceleration of the train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking. When a braking system failure occurs during the operation of the virtual marshaling train and an emergency braking demand occurs in the virtual marshaling train, the virtual marshaling train can be controlled more flexibly, thereby ensuring that a safe distance can be maintained between the leading car and the following car in the virtual marshaling train after emergency braking, the operation safety and reliability of the virtual marshaling train can be improved, and the automation level and intelligent level of the operation control of the virtual marshaling train can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 It is a flow chart of the virtual marshaling train operation control method provided by the present invention.

[0021] Figure 2It is a structural schematic diagram of the virtual marshaling train operation control device provided by the present invention.

[0022] Figure 3 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] In the description of the invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0025] In the description of the present application, the terms "first", "second", etc. are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here, and the objects distinguished by "first", "second", etc. are usually a class, and the number of objects is not limited. For example, the first object can be one or more. In addition, in the description of the present application, "and / or" represents at least one of the connected objects, and the character " / " generally represents that the front and back associated objects are in an "or" relationship.

[0026] It should be noted that the emergency braking rate is an important parameter of the train braking system, which determines the maximum deceleration that the train can produce in an emergency. For virtual marshaling trains, the emergency braking rate configuration of virtual marshaling trains is crucial to ensure the safe operation of virtual marshaling trains.

[0027] In the related art, the leading car in a virtual train formation is usually configured to have a lower emergency braking rate (i.e., a low-gear emergency braking rate) so that the leading car can provide a smoother braking experience in actual operation. The following car in a virtual train formation is usually configured to have a higher emergency braking rate (i.e., a high-gear emergency braking rate) so that the following car can stop within a safe distance when the leading car performs emergency braking.

[0028] However, in the event of a braking system failure during the actual operation of the virtual train, if the virtual train performs emergency braking, the virtual train is controlled based on the speed protection curve, and it cannot be guaranteed that the leading car and / or following car in the virtual train can maintain their configured emergency braking rate, and thus it may not be possible to ensure that a safe distance is maintained between the leading car and the following car in the virtual train, threatening the operating safety of the virtual train.

[0029] Therefore, how to control the virtual marshalling train more flexibly when a braking system failure occurs during the operation of the virtual marshalling train and the virtual marshalling train needs emergency braking, so as to ensure that the leading car and the following car in the virtual marshalling train can maintain a safe distance after emergency braking, so as to improve the operation safety of the virtual marshalling train, is a technical problem that needs to be urgently solved in this field.

[0030] Combine the following Figure 1 The virtual marshaling train operation control method provided by the present invention is described.

[0031] Figure 1 FIG. 1 is a flow chart of a virtual marshaling train operation control method provided by the present invention, such as Figure 1 As shown, the method includes the following steps: Step 101: During the operation of the virtual marshaling train, monitoring whether a brake control unit in the virtual marshaling train fails.

[0032] It should be noted that the execution subject in the embodiment of the present invention is a virtual marshaling train operation control device, wherein the virtual marshaling train operation control device may be a vehicle on-board controller (Vehicle On-Board Controller, VOBC) of the virtual marshaling train.

[0033] Specifically, the virtual marshaling train in the embodiment of the present invention includes a leading car and a following car, wherein the leading car in the virtual marshaling train is located in front of the following car and is responsible for leading the following car to travel.

[0034] During the operation of the virtual train formation, for each train in the virtual train formation, it is possible to monitor whether a brake control unit (BCU) of each train in the virtual train formation fails based on information reported by the brake control unit (BCU) of each train.

[0035] Step 102: When it is determined that at least one braking control unit in any train in the virtual train formation fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual train formation, the failure type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured for any train, obtain the target emergency braking deceleration of any train and the operation strategy of the virtual train formation after emergency braking. The speed protection curve corresponding to any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual train formation. The role type of any train in the virtual train formation is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car.

[0036] It should be noted that during the operation of a virtual marshaling train, for any train in the virtual marshaling train, if it is determined that one or more brake control units in the train fail, if the train receives a control instruction for instructing the train to perform emergency braking, it means that the train needs to perform emergency braking in the event of a failure in one or more brake control units, which poses an operational safety risk. The train may be a leading train or a following train in the virtual marshaling train.

[0037] Therefore, in an embodiment of the present invention, when it is determined that one or more brake control units in the virtual train fail during operation and the train receives a control instruction for instructing the train to perform emergency braking, if the train is the leading train in the virtual train, the target emergency brake deceleration of the train can be obtained based on the role type of the train in the virtual train (leading train), the fault type of the brake control unit in the train, and the original emergency brake deceleration pre-configured for the train, through mathematical statistics, numerical calculation, or deep learning and other technologies, and the operation strategy of the virtual train after emergency braking is obtained through conditional judgment and other methods; if the train is the following train in the virtual train, the target emergency brake deceleration of the train can be obtained based on the role type of the train in the virtual train (following train), the fault type of the brake control unit in the train, and the speed protection curve corresponding to the train, through mathematical statistics, numerical calculation, or deep learning technology and other methods, and the operation strategy of the virtual train after emergency braking is obtained through conditional judgment and deep learning calculation and other methods.

[0038] It should be noted that the control instruction received by the train for instructing the train to perform emergency braking may be input by the driver of the train or sent by a control center or ground equipment. The source of the control instruction is not limited in the embodiment of the present invention.

[0039] It should be noted that the speed protection curve corresponding to the following vehicle in the embodiment of the present invention is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the following vehicle and the real-time status information, real-time emergency braking rate and vehicle configuration information of the leading vehicle in the virtual train formation. The above-mentioned status information may include but is not limited to position information, speed information, signal status information and environmental information, and the above-mentioned vehicle configuration information may include but is not limited to vehicle type, brake system configuration, vehicle mass and vehicle size, etc.

[0040] Step 103: After any train is controlled to perform emergency braking at the target emergency braking deceleration of any train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking.

[0041] Specifically, after obtaining the target emergency braking deceleration of the train and the operation strategy of the virtual marshaling train after emergency braking, the train can be controlled to perform emergency braking at the target emergency braking deceleration of the train.

[0042] After the train is controlled to perform emergency braking at the target emergency braking deceleration of the train, the operation of the virtual train may be controlled based on the operation strategy of the virtual train after emergency braking.

[0043] According to the embodiment of the present invention, during the operation of a virtual marshaling train, when it is determined that at least one brake control unit in any train in the virtual marshaling train fails and the train receives a control instruction for instructing the train to perform emergency braking, the target emergency brake deceleration of the train and the operation strategy of the virtual marshaling train after emergency braking are obtained based on the role type of the train in the virtual marshaling train, the fault type of the brake control unit, and the speed protection curve corresponding to the train or the original emergency brake deceleration pre-configured by the train. After the train is controlled to perform emergency braking with the target emergency brake deceleration of the train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking. In the case that a brake system failure occurs during the operation of the virtual marshaling train and an emergency brake demand occurs in the virtual marshaling train, the virtual marshaling train can be controlled more flexibly, thereby ensuring that a safe distance can be maintained between the leading car and the following car in the virtual marshaling train after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation level and intelligent level of the operation control of the virtual marshaling train.

[0044] As an optional embodiment, when it is determined that at least one braking control unit in any train in the virtual train is faulty, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, the target emergency braking deceleration of any train and the operation strategy of the virtual train after emergency braking are obtained, including: when it is determined that at least one braking control unit in the leading car in the virtual train is faulty of the first fault type, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured by the leading car is reduced by a first preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy of the virtual train after emergency braking is determined to include controlling the leading car to continue running to the terminal station, and when it is determined that the following car in the virtual train arrives at the terminal station, abnormally disassembling the virtual train and recording the reason for the abnormal disassembly.

[0045] Wherein, when a fault of the first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

[0046] Specifically, for the leading car in a virtual train, if during the operation of the virtual train, the on-board controller of the leading car receives fault information reported by one or more brake control units in the leading car indicating that the braking force of each brake control unit is reduced, then it can be determined that one or more brake control units in the leading car have a fault of the first fault type.

[0047] When the virtual train is running and determines that one or more brake control units in the leading car have a fault of the first fault type, if the on-board controller of the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car can be reduced by a first preset ratio and used as the target emergency braking deceleration of the leading car.

[0048] It should be noted that the first preset ratio in the embodiment of the present invention may be determined based on prior knowledge and / or actual conditions. For example, the first preset ratio may be determined based on the vehicle configuration information of the leading vehicle. The specific value of the first preset ratio in the embodiment of the present invention is not specifically limited.

[0049] Optionally, the value range of the first preset ratio may be 10% to 14%. For example, the value of the first preset ratio may be 10%, 12% or 14%.

[0050] It should be noted that, after reducing the pre-configured original emergency braking deceleration of the above-mentioned lead car by a first preset ratio and using it as the target emergency braking deceleration of the lead car, when the emergency braking of the above-mentioned lead car is controlled based on the target emergency braking deceleration of the above-mentioned lead car, the lead car will decelerate at a target emergency braking deceleration that is lower than the pre-configured original emergency braking deceleration, thereby increasing the stopping distance of the lead car and reducing the safety risk of the virtual train formation.

[0051] Therefore, in an embodiment of the present invention, when it is determined that one or more brake control units in the leading car have a first fault type fault during the operation of a virtual marshaling train and the on-board controller of the leading car receives a control instruction for instructing the leading car to perform emergency braking, the operation strategy of the virtual marshaling train after emergency braking includes controlling the leading car to continue running to the terminal station, and accordingly, the following car in the virtual marshaling train will also follow the leading car to the terminal station.

[0052] However, since the virtual marshaling train needs to turn back after running to the terminal, the role type of the train in the virtual marshaling train will change, and the change of the role type of the train in the virtual marshaling train causes the operation control strategy of the virtual marshaling train to change. Therefore, in the embodiment of the present invention, when it is determined that one or more brake control units in the above-mentioned leading car have a fault of the first fault type and the on-board controller of the above-mentioned leading car receives a control instruction for instructing the above-mentioned leading car to perform emergency braking, determining the operation strategy after emergency braking of the virtual marshaling train also includes abnormally disassembling the virtual marshaling train and recording the reason for the abnormal disassembly when it is determined that the following car in the virtual marshaling train arrives at the terminal station. When it is determined that one or more brake control units in the above-mentioned leading car have a fault of the first fault type and the on-board controller of the above-mentioned leading car receives a control instruction for instructing the above-mentioned leading car to perform emergency braking, the virtual marshaling train is disassembled after running to the terminal station.

[0053] It should be noted that, after determining that one or more brake control units in the lead car have a fault of the first fault type and the onboard controller of the lead car receives a control instruction for instructing the lead car to perform emergency braking, the virtual train is abnormally disassembled, and the dispatching interface of the Automatic Train Supervision (ATS) in dispatching can pop up a "marshaling abnormal disassembly" task adjustment box and prompt the reason for the abnormal disassembly. The task adjustment box contains the planned train number + table number of the lead car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0054] The embodiment of the present invention determines that, when it is determined that one or more brake control units in a leading car in a virtual marshaling train have a fault of a first fault type and the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car is reduced by a first preset ratio and used as the target emergency braking deceleration of the leading car, and determines that the operation strategy of the virtual marshaling train after emergency braking includes controlling the leading car to continue to run to the terminal station, and when it is determined that the following car in the virtual marshaling train has arrived at the terminal station, abnormally unmarshaling the virtual marshaling train and recording the reason for the abnormal unmarshaling. When the brake system of the leading car in the virtual marshaling train fails during the operation of the virtual marshaling train and the leading car has an emergency braking demand, the leading car can be controlled more flexibly, thereby ensuring that the leading car and the following car in the virtual marshaling train can maintain a safe distance after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation level and intelligent level of the operation control of the virtual marshaling train.

[0055] As an optional embodiment, when it is determined that at least one braking control unit in any train in the virtual train is faulty, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, the target emergency braking deceleration of any train and the operation strategy of the virtual train after emergency braking are obtained, including: when it is determined that any braking control unit in the leading car in the virtual train has a fault of the second fault type, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured by the leading car is increased by a second preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy of the virtual train after emergency braking is determined to include controlling the leading car to continue running to the next platform, and when it is determined that the following car in the virtual train arrives at the next platform, abnormally disassembling the virtual train and recording the reason for the abnormal disassembly.

[0056] In this case, when a fault of the second fault type occurs in the brake control unit, the braking force of the brake control unit is increased.

[0057] Specifically, for the leading car in a virtual train, if during the operation of the virtual train, the on-board controller of the leading car receives fault information indicating that the braking force of each brake control unit in the leading car is increased, it can be determined that the brake control unit in the leading car has a fault of the second fault type.

[0058] When the virtual train is running and it is determined that a fault of the second fault type occurs in any brake control unit of the leading car, if the on-board controller of the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car can be increased by a second preset ratio and used as the target emergency braking deceleration of the leading car.

[0059] It should be noted that the second preset ratio in the embodiment of the present invention may be determined based on prior knowledge and / or actual conditions. For example, the second preset ratio may be determined based on the vehicle configuration information of the leading vehicle. The specific value of the second preset ratio in the embodiment of the present invention is not specifically limited.

[0060] Optionally, the value range of the second preset ratio may be 10% to 14%. For example, the value of the second preset ratio may be 10%, 12% or 14%.

[0061] It should be noted that, after increasing the pre-configured original emergency braking deceleration of the above-mentioned leading car by a second preset ratio and using it as the target emergency braking deceleration of the leading car, when the above-mentioned leading car is controlled to brake urgently based on the target emergency braking deceleration of the above-mentioned leading car, the leading car will decelerate at a target emergency braking deceleration higher than the pre-configured original emergency braking deceleration, so that the stopping distance of the leading car becomes smaller, and the virtual marshaling train still has safety risks. However, considering the adverse situation of bogie braking force failure, it is necessary to protect more brake control units from failure. Therefore, in the embodiment of the present invention, after controlling the leading car to brake urgently at the target emergency braking deceleration of the leading car, the virtual marshaling train can be allowed to continue to run to the next platform.

[0062] Therefore, in an embodiment of the present invention, when a virtual train is running and it is determined that one or more brake control units in the leading car have a fault of the second fault type and the on-board controller of the leading car receives a control instruction for instructing the leading car to perform emergency braking, the operation strategy of the virtual train after emergency braking is determined to include controlling the leading car to continue running to the next platform, and accordingly, the following car in the virtual train will also follow the leading car to the next platform, and when it is determined that the following car in the virtual train arrives at the next platform, the virtual train is abnormally disassembled and the reason for the abnormal disassembly is recorded as follows: when it is determined that one or more brake control units in the leading car have a fault of the second fault type and the on-board controller of the leading car receives a control instruction for instructing the leading car to perform emergency braking, the virtual train is disassembled after running to the next platform.

[0063] It should be noted that, when the virtual train is running and determines that one or more brake control units in the lead car have a second fault type fault and the onboard controller of the lead car receives a control instruction for instructing the lead car to perform emergency braking, after the virtual train is abnormally disassembled, the dispatching interface of the automatic train monitoring system in dispatching can pop up the "abnormal disassembly of the train" task adjustment box and prompt the reason for the abnormal disassembly. The task adjustment box contains the planned train number + table number of the lead car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0064] The embodiment of the present invention increases the pre-configured original emergency braking deceleration of the leading car by a second preset ratio as the target emergency braking deceleration of the leading car after determining that a second fault type fault occurs in any braking control unit in the leading car and the leading car receives a control instruction for instructing the leading car to perform emergency braking, and determines that the operation strategy of the virtual marshaling train after emergency braking includes controlling the leading car to continue to run to the next platform, and abnormally unmarshaling the virtual marshaling train and recording the reason for the abnormal unmarshaling when it is determined that the following car in the virtual marshaling train arrives at the next platform. When a braking system fault occurs in the leading car in the virtual marshaling train during the operation of the virtual marshaling train and the leading car has an emergency braking demand, the leading car can be controlled more flexibly, thereby ensuring that a safe distance can be maintained between the leading car and the following car in the virtual marshaling train after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation level and intelligent level of the operation control of the virtual marshaling train.

[0065] As an optional embodiment, when it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, the target emergency braking deceleration of any train and the operation strategy after emergency braking of the virtual marshaling train are obtained, including: when it is determined that at least one braking control unit in the following car in the virtual marshaling train fails of the second fault type, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, the original emergency braking deceleration of the following car is increased by a third preset ratio as the target emergency braking deceleration of the following car, and the operation strategy after emergency braking of the following car is determined to include controlling the leading car in the virtual marshaling train to continue running to the terminal station, and when it is determined that the following car arrives at the terminal station, abnormally disassembling the virtual marshaling train and recording the reason for the abnormal disassembly.

[0066] In this case, when a fault of the second fault type occurs in the brake control unit, the braking force of the brake control unit is increased.

[0067] Specifically, for the following car in a virtual train, if during the operation of the virtual train, the on-board controller of the following car receives fault information indicating that the braking force of each brake control unit has increased, reported by one or more brake control units in the leading car, then it can be determined that one or more brake control units in the following car have a fault of the second fault type.

[0068] When the virtual train is running and determines that one or more brake control units in the following car have a fault of the second fault type, if the on-board controller of the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car can be determined based on the speed protection curve corresponding to the following car, and then the original emergency braking deceleration of the following car can be increased by a third preset ratio as the target emergency braking deceleration of the following car.

[0069] It should be noted that the third preset ratio in the embodiment of the present invention may be determined based on prior knowledge and / or actual conditions. For example, the third preset ratio may be determined based on the vehicle configuration information of the following vehicle. The specific value of the third preset ratio in the embodiment of the present invention is not specifically limited.

[0070] Optionally, the value range of the third preset ratio may be 10% to 14%. For example, the value of the third preset ratio may be 10%, 12% or 14%.

[0071] It should be noted that by increasing the original emergency braking deceleration of the following vehicle by a third preset ratio as the target emergency braking deceleration of the following vehicle, after the emergency braking of the following vehicle is controlled based on the target emergency braking deceleration of the following vehicle, the following vehicle will decelerate at a higher target emergency braking deceleration, thereby increasing the stopping distance of the following vehicle and reducing the safety risk of the virtual train formation.

[0072] Therefore, in an embodiment of the present invention, when a virtual train is running and determines that one or more brake control units in the following car have a fault of the second fault type and the on-board controller of the following car receives a control instruction for instructing the following car to perform emergency braking, the operation strategy of the following car after emergency braking is determined to include controlling the leading car in the virtual train to continue running to the terminal station, and accordingly, the following car will also follow the leading car to run to the terminal station.

[0073] However, since the virtual marshaling train needs to turn back after running to the terminal, the role type of the train in the virtual marshaling train will change, and the change of the role type of the train in the virtual marshaling train causes the operation control strategy of the virtual marshaling train to change. Therefore, in the embodiment of the present invention, when it is determined that one or more brake control units in the above-mentioned following car have a fault of the second fault type and the on-board controller of the above-mentioned following car receives a control instruction for instructing the above-mentioned following car to perform emergency braking, the operation strategy of the virtual marshaling train after emergency braking also includes abnormally disassembling the virtual marshaling train and recording the reason for the abnormal disassembly when it is determined that the above-mentioned following car has arrived at the terminal station. When it is determined that one or more brake control units in the above-mentioned following car have a fault of the second fault type and the on-board controller of the above-mentioned following car receives a control instruction for instructing the above-mentioned following car to perform emergency braking, the virtual marshaling train is disassembled after running to the terminal station.

[0074] It should be noted that, when the virtual train is running and determines that one or more brake control units in the following car have a second fault type fault and the onboard controller of the following car receives a control instruction for instructing the following car to perform emergency braking, after the virtual train is abnormally disassembled, the dispatching interface of the automatic train monitoring system in dispatching can pop up the "abnormal disassembly of the train" task adjustment box and prompt the reason for the abnormal disassembly. The task adjustment box contains the planned train number + table number of the leading car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0075] The embodiment of the present invention determines that when one or more brake control units in a following car in a virtual marshaling train have a fault of the second fault type and the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is increased by a third preset ratio as the target emergency braking deceleration of the following car, and determines that the operation strategy of the virtual marshaling train after emergency braking includes controlling the leading car in the virtual marshaling train to continue running to the terminal station, and when it is determined that the following car has arrived at the terminal station, abnormally unmarshaling the virtual marshaling train and recording the reason for the abnormal unmarshaling. When a brake system fault occurs in a following car in the virtual marshaling train during the operation of the virtual marshaling train and the following car has an emergency braking demand, the following car can be controlled more flexibly, thereby ensuring that the following car and the leading car in the virtual marshaling train can maintain a safe distance after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation level and intelligent level of the operation control of the virtual marshaling train.

[0076] As an optional embodiment, when it is determined that at least one braking control unit in any train in the virtual marshalling train fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual marshalling train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, the target emergency braking deceleration of any train and the operation strategy after emergency braking of the virtual marshalling train are obtained, including: when it is determined that a fault of the first fault type occurs in any braking control unit in a following car in the virtual marshalling train, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, and the original emergency braking deceleration of the following car is reduced by a fourth preset ratio as the target emergency braking deceleration of the following car, and the operation strategy after emergency braking of the following car is determined to include controlling the leading car in the virtual marshalling train to continue to run to the next platform, and when it is determined that the following car arrives at the next platform, abnormally disassembling the virtual marshalling train and recording the reason for the abnormal disassembly.

[0077] Wherein, when a fault of the first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

[0078] Specifically, for a following car in a virtual train, if during the operation of the virtual train, the on-board controller of the following car receives fault information indicating that the braking force of the braking control unit is reduced, reported by any braking control unit in the following car, then it can be determined that one or more braking control units in the following car have a fault of the first fault type.

[0079] When the virtual train is running and it is determined that any braking control unit in the following car has a fault of the first fault type, if the on-board controller of the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration pre-configured for the following car can be reduced by a fourth preset ratio and used as the target emergency braking deceleration of the following car.

[0080] It should be noted that the fourth preset ratio in the embodiment of the present invention may be determined based on prior knowledge and / or actual conditions. For example, the fourth preset ratio may be determined based on the vehicle configuration information of the following vehicle. The specific value of the fourth preset ratio in the embodiment of the present invention is not specifically limited.

[0081] Optionally, the value range of the fourth preset ratio may be 10% to 14%. For example, the value of the fourth preset ratio may be 10%, 12% or 14%.

[0082] It should be noted that, after reducing the original emergency braking deceleration pre-configured by the above-mentioned following car by the fourth preset ratio as the target emergency braking deceleration of the following car, when the above-mentioned following car is controlled for emergency braking based on the target emergency braking deceleration of the above-mentioned following car, the following car will decelerate at a lower target emergency braking deceleration, so that the stopping distance of the above-mentioned following car becomes larger, and the virtual marshaling train still has safety risks. However, considering the adverse situation of bogie braking force failure, it is necessary to protect more brake control units from failure. Therefore, in the embodiment of the present invention, after controlling the above-mentioned following car to perform emergency braking at the target emergency braking deceleration of the above-mentioned following car, the virtual marshaling train can be allowed to continue to run to the next platform.

[0083] Therefore, in an embodiment of the present invention, when a virtual train is running and it is determined that any brake control unit in the following car has a fault of the first fault type and the on-board controller of the following car receives a control instruction for instructing the following car to perform emergency braking, the operation strategy of the virtual train after emergency braking is determined to include controlling the leading car in the virtual train to continue running to the next platform, and accordingly, the following car will also follow the leading car to the next platform, and when it is determined that the following car arrives at the next platform, the virtual train is abnormally disassembled and the reason for the abnormal disassembly is recorded as follows: when it is determined that any brake control unit in the following car has a fault of the first fault type and the on-board controller of the following car receives a control instruction for instructing the following car to perform emergency braking, the virtual train is disassembled after running to the next platform.

[0084] It should be noted that, when the virtual marshaling train determines that any brake control unit in the above-mentioned following car has a fault of the first fault type during operation and the on-board controller of the above-mentioned following car receives a control instruction for instructing the above-mentioned following car to perform emergency braking, after the virtual marshaling train is abnormally disassembled, the dispatching interface of the train automatic monitoring system in dispatching can pop up the "marshaling abnormal disassembly" task adjustment box and prompt the reason for the abnormal disassembly. The above-mentioned task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0085] The embodiment of the present invention reduces the original emergency braking deceleration of the following car by a fourth preset ratio as the target emergency braking deceleration of the following car after determining that a first fault type fault occurs in any braking control unit in the following car and the following car receives a control instruction for instructing the following car to perform emergency braking, and determines that the operation strategy of the virtual marshaling train after emergency braking includes controlling the leading car in the virtual marshaling train to continue running to the next platform, and abnormally unmarshaling the virtual marshaling train and recording the reason for the abnormal unmarshaling when it is determined that the following car arrives at the next platform. When a braking system fault occurs in a following car in the virtual marshaling train during the operation of the virtual marshaling train and the following car has an emergency braking demand, the following car can be more flexibly controlled, thereby ensuring that the following car can maintain a safe distance from the following car in the virtual marshaling train after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation and intelligence level of the operation control of the virtual marshaling train.

[0086] As an optional embodiment, after monitoring whether a braking control unit in a virtual train has a fault, the method further includes: when it is determined that a fault of an unknown fault type occurs in any braking control unit in any train in the virtual train, controlling the virtual train to continue running to the next platform, and when it is determined that the virtual train has arrived at the next platform, abnormally disassembling the virtual train and recording the reason for the abnormal disassembly.

[0087] Specifically, during the operation of the virtual train, if it is determined that any brake control unit in any train in the virtual train has a fault of an unknown fault type, considering the adverse situation of failure of the bogie braking force, it is necessary to protect more brake control units from faults. Therefore, in an embodiment of the present invention, when the virtual train is running, if it is determined that any brake control unit in any train in the virtual train has a fault of an unknown fault type, the virtual train can be controlled to continue running to the next platform, and when it is determined that the virtual train arrives at the next platform, the virtual train is abnormally disassembled and the reason for the abnormal disassembly is recorded. When it is determined that any brake control unit in any train in the virtual train has a fault of an unknown fault type, the virtual train is disassembled after running to the next platform.

[0088] It should be noted that, when a virtual train is running and determines that any brake control unit in any train in the virtual train has an unknown fault type, after the virtual train is abnormally disassembled, the dispatching interface of the train automatic monitoring system in dispatching can pop up the "abnormal disassembly of the train" task adjustment box and prompt the reason for the abnormal disassembly. The above task adjustment box contains the planned train number + table number of the following train, and the following train is the head code + temporary passenger train number with the same destination as the combined train number.

[0089] When it is determined that multiple brake control units in the leading car in the virtual train have faults of unknown fault types or multiple brake control units have faults of different fault types, the leading car is controlled to perform emergency braking, the virtual train is abnormally de-marshalled, and the reasons for the abnormal de-marshalling are recorded.

[0090] Specifically, during the operation of the virtual train, if it is determined that multiple brake control units in the leading car of the virtual train have faults of unknown fault types, or multiple brake control units in the leading car have faults of different fault types, making it difficult to determine the braking force change trend of the leading car, the leading car can be controlled to perform emergency braking with the original emergency braking deceleration pre-configured for the leading car, and the virtual train can be abnormally disassembled and the reason for the abnormal disassembly can be recorded. The virtual train is disassembled when it is determined that multiple brake control units in the leading car of the virtual train have faults of unknown fault types, or multiple brake control units in the leading car have faults of different fault types.

[0091] It can be understood that, in the case of emergency braking of the leading car in the virtual train formation, the following car in the virtual train formation can perform emergency braking according to the speed protection curve corresponding to the following car.

[0092] It should be noted that, when the virtual marshaling train is running, it is determined that multiple brake control units in the leading car of the virtual marshaling train have an unknown fault type, or multiple brake control units in the leading car have different fault types. After the virtual marshaling train is abnormally disassembled, the dispatching interface of the train automatic monitoring system in dispatching can pop up the "marshaling abnormal disassembly" task adjustment box and prompt the reason for the abnormal disassembly. The above task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0093] When it is determined that multiple brake control units in the following car in the virtual train have faults of unknown fault types or multiple brake control units have faults of different fault types, the following car is controlled to perform emergency braking, and the virtual train is abnormally de-marshalled and the reasons for the abnormal de-marshalling are recorded.

[0094] Specifically, during the operation of the virtual train, if it is determined that multiple brake control units in the following car in the virtual train have faults of unknown fault types, or multiple brake control units in the following car have faults of different fault types, making it difficult to determine the braking force change trend of the following car, the following car can be controlled to perform emergency braking based on the speed protection curve corresponding to the following car, and the virtual train can be abnormally disassembled and the reason for the abnormal disassembly can be recorded. The virtual train is disassembled when it is determined that multiple brake control units in the following car have faults of unknown fault types, or multiple brake control units in the leading car have faults of different fault types.

[0095] It should be noted that, when the virtual train is running and it is determined that multiple brake control units in the following cars of the virtual train have an unknown fault type, or multiple brake control units in the following cars have different fault types, after the virtual train is abnormally disassembled, the dispatching interface of the automatic train monitoring system in dispatching can pop up the "abnormal disassembly of the train" task adjustment box and prompt the reason for the abnormal disassembly. The above task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0096] When it is determined that a plurality of brake control units in a leading car in a virtual train set have a fault of the second fault type, the leading car is controlled to perform emergency braking, and the virtual train set is abnormally de-marshalled and the cause of the abnormal de-marshalling is recorded.

[0097] Specifically, during the operation of the virtual train, if it is determined that multiple brake control units in the leading car of the virtual train have faults of the second fault type, the leading car can be controlled to perform emergency braking with the original emergency braking deceleration pre-configured for the leading car, and the virtual train can be abnormally demobilized and the reason for the abnormal demobilization can be recorded. The virtual train is demobilized when it is determined that multiple brake control units in the leading car of the virtual train have faults of the second fault type.

[0098] It should be noted that, when the virtual marshaling train determines that multiple brake control units in the leading car of the virtual marshaling train have a second fault type fault during operation, after the virtual marshaling train is abnormally disassembled, the dispatching interface of the train automatic monitoring system in dispatching can pop up the "marshaling abnormal disassembly" task adjustment box and prompt the abnormal disassembly reason. The above task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger car number with the same destination as the combined train number.

[0099] When it is determined that a plurality of brake control units in a following car in a virtual train set have a first fault type fault, the following car is controlled to perform emergency braking, and the virtual train set is abnormally de-trained and the cause of the abnormal de-training is recorded.

[0100] Wherein, when a first fault type fault occurs in the brake control unit, the braking force of the brake control unit is reduced; when a second fault type fault occurs in the brake control unit, the braking force of the brake control unit is increased.

[0101] Specifically, during the operation of the virtual train, if it is determined that multiple brake control units in the following car in the virtual train have faults of the first fault type, the following car can be controlled to perform emergency braking based on the speed protection curve corresponding to the following car, and the virtual train can be abnormally demarcated and the reason for the abnormal demarcation can be recorded. The virtual train is demarcated when it is determined that multiple brake control units in the following car in the virtual train have faults of the first fault type.

[0102] It should be noted that, when it is determined that a plurality of brake control units in the following cars in the virtual train set have experienced a fault of the first fault type, the leading car in the virtual train set continues to operate normally.

[0103] It should be noted that, when the virtual marshaling train determines that multiple brake control units in the following car in the virtual marshaling train have a first fault type fault during operation, after the virtual marshaling train is abnormally unmarshaled, the dispatching interface of the train automatic monitoring system in dispatching can pop up a "marshaling abnormal unmarshaling" task adjustment box and prompt the abnormal unmarshaling reason. The above task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger train number with the same destination as the combined train number.

[0104] The embodiments of the present invention can improve the flexibility and accuracy of the virtual marshaling train in coping with braking failures by executing different operation control strategies for the virtual marshaling train according to different failure scenarios when a failure of the braking control unit in the virtual marshaling train is detected, thereby better ensuring the operation safety of the virtual marshaling train and improving the operation reliability and operation stability of the virtual marshaling train.

[0105] As an optional embodiment, after monitoring whether a braking control unit in the virtual train is faulty, the method further includes: when it is determined that at least one braking control unit in the leading car in the virtual train is faulty of the third fault type, controlling the following car in the virtual train to perform normal braking at a preset braking rate, and obtaining the distance between the leading car and the following car, and when the braking control unit is faulty of the third fault type, the braking control unit slips.

[0106] Specifically, for the leading car in a virtual train, if during the operation of the virtual train, the on-board controller of the leading car receives fault information reported by one or more brake control units in the leading car indicating that each of the brake control units has slipped, it can be determined that one or more brake control units in the leading car have a fault of the third fault type.

[0107] It should be noted that, when it is determined that one or more brake control units in the above-mentioned leading car have a fault of the third fault type, there is a risk of adhesion on the line where the above-mentioned leading car is located, and anti-skid protection control should be immediately performed on the virtual train.

[0108] Therefore, when it is determined that one or more brake control units in the leading car have a third fault type fault during the operation of the virtual train, the following car in the virtual train can be controlled to perform normal braking at a preset braking rate while maintaining the normal operation of the leading car, thereby increasing the distance between the leading car and the following car.

[0109] It should be noted that the preset braking rate in the embodiment of the present invention may be determined based on prior knowledge and / or actual conditions. The specific value of the preset braking rate in the embodiment of the present invention is not limited.

[0110] Optionally, the preset braking rate may range from 0.2 m / s 2 Up to 0.4m / s 2 For example, the preset braking rate may be 0.2 m / s. 2 、0.3m / s 2 or 0.4m / s 2 .

[0111] It should be noted that the train's normal braking is the braking applied during normal operation to adjust or control the train speed (including stopping at a station).

[0112] When the distance between the leading car and the following car is not less than the predefined distance threshold, the virtual train is abnormally unmarshaled and the reason for the abnormal unmarshaling is recorded, and the original braking deceleration of the leading car and the speed protection curve corresponding to the following car are updated.

[0113] Specifically, after controlling the following car in the virtual train formation to perform common braking at a preset braking rate, the distance between the leading car in the virtual train formation and the following car can be obtained.

[0114] When the distance between the leading car and the following car is not less than the distance threshold, the virtual train is abnormally disbanded and the reason for the abnormal disbanding is recorded. The virtual train is disbanded when it is determined that one or more brake control units in the leading car have a third fault type fault.

[0115] When the distance between the leading vehicle and the following vehicle is not less than a distance threshold, the original braking deceleration of the leading vehicle and the speed protection curve corresponding to the following vehicle may also be updated so that the original braking deceleration of the leading vehicle and the speed protection curve corresponding to the following vehicle can better adapt to the scenario where there is a risk of adhesion on the line.

[0116] It should be noted that the distance threshold in the embodiment of the present invention may be determined based on the absolute braking distance principle. The absolute braking distance principle refers to the principle that the minimum interval distance between the front and rear vehicles in tracking operation is equal to the emergency braking distance of the rear vehicle plus a safety margin, assuming that the front train stops instantaneously at the last known position.

[0117] It should be noted that, when one or more brake control units in the leading car are determined to have a third fault type fault during the operation of the virtual marshaling train, after the virtual marshaling train is abnormally disassembled, the dispatching interface of the train automatic monitoring system in dispatching can pop up a "marshaling abnormal disassembly" task adjustment box and prompt the abnormal disassembly reason. The above task adjustment box contains the planned train number + table number of the following car, and the following car is the head code + temporary passenger car number with the same destination as the combined train number.

[0118] The embodiment of the present invention can improve the flexibility and accuracy of the virtual marshaling train in dealing with line adhesion, better ensure the operational safety of the virtual marshaling train, and improve the operational reliability and operational stability of the virtual marshaling train by executing an operation control strategy for the virtual marshaling train when it is detected that at least one brake control unit in the leading car in the virtual marshaling train is slipping.

[0119] Figure 2 Schematic diagram of the structure of the virtual marshaling train operation control device provided by the present invention. Figure 2 The virtual marshaling train operation control device provided by the present invention is described. The virtual marshaling train operation control device described below and the virtual marshaling train operation control method provided by the present invention described above can be referred to each other. Figure 2 As shown, the device includes: a fault monitoring module 201, a strategy generating module 202 and an operation control module 203.

[0120] The fault monitoring module 201 is used to monitor whether a brake control unit in the virtual train is faulty during the operation of the virtual train.

[0121] The strategy generation module 202 is used to obtain the target emergency braking deceleration of any train and the operation strategy of the virtual train after emergency braking based on the role type of any train in the virtual train, the fault type of the braking control unit and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, when it is determined that at least one braking control unit in any train in the virtual train is faulty. The speed protection curve corresponding to any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual train. The role type of any train in the virtual train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car.

[0122] The operation control module 203 is used to control any train to perform emergency braking at the target emergency braking deceleration of any train, and then perform operation control on the virtual marshaling train based on the operation strategy after the virtual marshaling train performs emergency braking.

[0123] Specifically, the fault monitoring module 201, the strategy generating module 202 and the operation control module 203 are electrically connected.

[0124] The virtual marshaling train operation control device in the embodiment of the present invention obtains the target emergency braking deceleration of the train and the operation strategy of the virtual marshaling train after emergency braking based on the role type of the train in the virtual marshaling train, the fault type of the braking control unit and the speed protection curve corresponding to the train or the original emergency braking deceleration pre-configured by the train, when it is determined that at least one braking control unit in any train in the virtual marshaling train fails and the train receives a control instruction for instructing the train to perform emergency braking during the operation of the virtual marshaling train. Then, after the train is controlled to perform emergency braking with the target emergency braking deceleration of the train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking. In the case that a braking system failure occurs during the operation of the virtual marshaling train and an emergency braking demand occurs in the virtual marshaling train, the virtual marshaling train can be controlled more flexibly, thereby ensuring that a safe distance can be maintained between the leading car and the following car in the virtual marshaling train after emergency braking, thereby improving the operation safety and reliability of the virtual marshaling train, and improving the automation level and intelligent level of the operation control of the virtual marshaling train.

[0125] Figure 3 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 3As shown, the electronic device may include: a processor 310 , a communications interface 320 , a memory 330 and a communication bus 340 , wherein the processor 310 , the communications interface 320 , and the memory 330 communicate with each other via the communication bus 340 . The processor 310 can call the logic instructions in the memory 330 to execute the virtual marshaling train operation control method, which includes: during the operation of the virtual marshaling train, monitoring whether the braking control unit in the virtual marshaling train fails; when it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured by any train, obtain the target emergency braking deceleration of any train and the operation strategy of the virtual marshaling train after emergency braking, the speed protection curve corresponding to any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual marshaling train, the role type of any train in the virtual marshaling train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car; after controlling any train to perform emergency braking at the target emergency braking deceleration of any train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking.

[0126] In addition, the logic instructions in the above-mentioned memory 330 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0127] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the virtual train assembly operation control method provided by the above methods. The method includes: during the operation of the virtual train assembly, monitoring whether the braking control unit in the virtual train assembly fails; when it is determined that at least one braking control unit in any train in the virtual train assembly fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual train assembly, the braking control unit The fault type and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured for any train are used to obtain the target emergency braking deceleration of any train and the operation strategy of the virtual marshaling train after emergency braking. The speed protection curve corresponding to any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual marshaling train. The role type of any train in the virtual marshaling train is the leading car or the following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car. After controlling any train to perform emergency braking with the target emergency braking deceleration of any train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking.

[0128] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the computer program is executed by a processor to execute the virtual marshaling train operation control method provided by the above-mentioned methods, the method comprising: during the operation of the virtual marshaling train, monitoring whether a brake control unit in the virtual marshaling train fails; in the case of determining that at least one brake control unit in any train in the virtual marshaling train fails, if any train receives a control instruction for instructing any train to perform emergency braking, then based on the role type of any train in the virtual marshaling train, the fault type of the brake control unit and the corresponding The speed protection curve or the original emergency braking deceleration pre-configured for any train is used to obtain the target emergency braking deceleration of any train and the operation strategy of the virtual marshaling train after emergency braking. The speed protection curve corresponding to any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual marshaling train. The role type of any train in the virtual marshaling train is the leading car or the following car. The following car follows the leading car based on the speed protection curve corresponding to the following car. After controlling any train to perform emergency braking at the target emergency braking deceleration of any train, the operation of the virtual marshaling train is controlled based on the operation strategy of the virtual marshaling train after emergency braking.

[0129] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0130] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A virtual train operation control method, characterized in that: include: During the operation of the virtual marshaling train, monitoring whether a brake control unit in the virtual marshaling train fails; In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, then based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking are obtained, the speed protection curve corresponding to the any train is calculated based on the real-time status information, real-time emergency braking rate and vehicle configuration information of the virtual marshaling train, the role type of the any train in the virtual marshaling train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car; After controlling any one of the trains to perform emergency braking at the target emergency braking deceleration of the any one of the trains, the virtual train is continuously controlled to operate based on the operation strategy after the emergency braking of the virtual train.

2. The virtual marshaling train operation control method according to claim 1, characterized in that: In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, obtaining the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking, including: In the case where it is determined that at least one brake control unit in the leading car in the virtual marshaling train has a fault of the first fault type, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car is reduced by a first preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy of the virtual marshaling train after emergency braking is determined to include controlling the leading car to continue to run to the terminal station, and in the case where it is determined that the following car in the virtual marshaling train arrives at the terminal station, abnormally disassembling the virtual marshaling train and recording the reason for the abnormal disassembly; Wherein, when a fault of a first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

3. The virtual marshaling train operation control method according to claim 1, characterized in that: In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, obtaining the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking, including: In the case where it is determined that a fault of the second fault type occurs in any brake control unit in the leading car in the virtual marshaling train, if the leading car receives a control instruction for instructing the leading car to perform emergency braking, the original emergency braking deceleration pre-configured for the leading car is increased by a second preset ratio as the target emergency braking deceleration of the leading car, and the operation strategy after the emergency braking of the virtual marshaling train is determined to include controlling the leading car to continue to run to the next platform, and in the case where it is determined that the following car in the virtual marshaling train arrives at the next platform, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a second fault type occurs in the brake control unit, the braking force of the brake control unit increases.

4. The virtual marshaling train operation control method according to claim 1, characterized in that: In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, obtaining the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking, including: In the case where it is determined that at least one braking control unit in the following car in the virtual marshaling train has a fault of the second fault type, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, the original emergency braking deceleration of the following car is increased by a third preset ratio as the target emergency braking deceleration of the following car, and the operation strategy of the following car after emergency braking is determined to include controlling the leading car in the virtual marshaling train to continue running to the terminal station, and in the case where it is determined that the following car arrives at the terminal station, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a second fault type occurs in the brake control unit, the braking force of the brake control unit increases.

5. The virtual marshaling train operation control method according to claim 1, characterized in that: In the case where it is determined that at least one braking control unit in any train in the virtual marshaling train fails, if the any train receives a control instruction for instructing the any train to perform emergency braking, based on the role type of the any train in the virtual marshaling train, the fault type of the braking control unit, and the speed protection curve corresponding to the any train or the original emergency braking deceleration pre-configured for the any train, obtaining the target emergency braking deceleration of the any train and the operation strategy of the virtual marshaling train after emergency braking, including: In the case where it is determined that a first fault type fault occurs in any brake control unit in the following car in the virtual marshaling train, if the following car receives a control instruction for instructing the following car to perform emergency braking, the original emergency braking deceleration of the following car is determined based on the speed protection curve corresponding to the following car, and the original emergency braking deceleration of the following car is reduced by a fourth preset ratio as the target emergency braking deceleration of the following car, and the operation strategy of the following car after emergency braking is determined to include controlling the leading car in the virtual marshaling train to continue to run to the next platform, and in the case where it is determined that the following car arrives at the next platform, abnormally disassembling the virtual marshaling train and recording the abnormal disassembly reason; Wherein, when a fault of a first fault type occurs in the brake control unit, the braking force of the brake control unit is reduced.

6. The virtual marshaling train operation control method according to claim 1, characterized in that: After monitoring whether a brake control unit in the virtual train set fails, the method further includes: When it is determined that any brake control unit in any train of the virtual marshaling train has a fault of an unknown fault type, the virtual marshaling train is controlled to continue to run to the next platform, and when it is determined that the virtual marshaling train arrives at the next platform, the virtual marshaling train is abnormally disassembled and the reason for the abnormal disassembly is recorded; When it is determined that multiple brake control units in the leading car of the virtual train have faults of unknown fault types or multiple brake control units have faults of different fault types, the leading car is controlled to perform emergency braking, and the virtual train is abnormally de-marshalled and the cause of the abnormal de-marshalling is recorded; When it is determined that a plurality of brake control units in the following car in the virtual marshaling train have a fault of an unknown fault type or a plurality of brake control units have a fault of different fault types, the following car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarshaling is recorded; When it is determined that a plurality of brake control units in a leading car in the virtual marshaling train have a fault of the second fault type, the leading car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarcation is recorded; When it is determined that a plurality of brake control units in the following car in the virtual marshaling train have a fault of the first fault type, the following car is controlled to perform emergency braking, and the virtual marshaling train is abnormally demarcated and the cause of the abnormal demarcation is recorded; Wherein, when a first fault type fault occurs in the brake control unit, the braking force of the brake control unit is reduced; and when a second fault type fault occurs in the brake control unit, the braking force of the brake control unit is increased.

7. The virtual marshaling train operation control method according to any one of claims 1 to 6, characterized in that: After monitoring whether a brake control unit in the virtual train set fails, the method further includes: In the case where it is determined that at least one brake control unit in the leading car in the virtual marshaling train has a fault of the third fault type, controlling the following car in the virtual marshaling train to perform common braking at a preset braking rate, and obtaining the distance between the leading car and the following car, in the case where the brake control unit has a fault of the third fault type, the brake control unit slips; When the distance between the leading car and the following car is not less than a predefined distance threshold, the virtual train is abnormally unmarshaled and the reason for the abnormal unmarshaling is recorded, and the original braking deceleration of the leading car and the speed protection curve corresponding to the following car are updated.

8. A virtual marshaling train operation control device, characterized in that: include: A fault monitoring module is used to monitor whether a brake control unit in the virtual marshaling train fails during the operation of the virtual marshaling train; a strategy generation module, for obtaining a target emergency braking deceleration of any train and an operation strategy after emergency braking of the virtual train, based on the role type of any train in the virtual train, the fault type of the braking control unit, and the speed protection curve corresponding to any train or the original emergency braking deceleration pre-configured for any train, when it is determined that at least one braking control unit in any train in the virtual train has a fault, and if the any train receives a control instruction for instructing the any train to perform emergency braking, wherein the speed protection curve corresponding to any train is calculated based on the real-time status information, the real-time emergency braking rate and the vehicle configuration information of the virtual train, the role type of any train in the virtual train is a leading car or a following car, and the following car follows the leading car based on the speed protection curve corresponding to the following car; The operation control module is used to control any of the trains to perform emergency braking at the target emergency braking deceleration of any of the trains, and then continue to control the operation of the virtual marshaling train based on the operation strategy of the virtual marshaling train after emergency braking.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the virtual train operation control method as described in any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the virtual train operation control method as described in any one of claims 1 to 7 is implemented.

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